Single or tandem compound cylinder and automatic valve means to control the same



9 2C I T A M O T .U A D N .A R. E D N T. L V.. C D N U O DI. M O C M E D N A T R O E L G N I. s

C. B. YODER March 29, 1938.

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SINGLE OR TANDEM COMPOUND CYLINDER AND AUTOMATI VALVE MEANS TO CONTROL THE SAME Original Filed June 24, 1931 9 2 A, 2 l El 2 March 29, 1938. c. B. YODER SINGLE OR TANDEM COMPOUND CYLINDER AND AUTOMATIC VALVE MEANS TO CONTROL THE SAME 5 Sheets-Sheet Original Filed Jupe 24, 1931 March 29, 1938. Q B YODER 2,112,429

SINGLE 0R TANDEM COMPOUND CYLINDER AND AUTOMATIC L THE SAME 24, 1931 VALVE MEANS To CONTRO Original Filed June 5 Sheets-Sheet 4 444/2 8 Q @m/ A WM March 29,A 1938. c. B. YoDER SINGLE OR TANDEM COMPOUND CYLINDER AND AUTOMATI O CONTROL THE SAME 5 Sheets-Sheet 5 VALVE MEANS T Original Filed June 24, 1951 Zzyenior Patented Mar. 29, 149.*38

4DER AND AUTOMATIC VALVE MEANSzTO CONTROL THE SAME charles B. Yoder, Burbank, cani.

' Application Je e 24,1931, serial Ne. 546,457

Renewed February 7, 1938 15 Claims. (C1. 12s-Q57) A common fault of both two and four cycle cycle, compound, internal combustion engine, engineshas been that theV charge is sucked or and compound compressor.' forced into the combustion cylinder atatmos- Fig. `3 isa half longitudinal section taken from pheric pressure where this charge is compressed. center line 3a--3a and taken. from line 3-3, of '5A In some `cases this charge is vair that ispcorn Fig. l0 showing the upper half of a section at pressed t an extremely high pressure being center of a portion, and one complete combustion highly heated thereby, and then fuel is forced in cylinder, and a complete compression cylinder to before the `compression is ompleted so as to preline 4 4. heat the cold fuel for combustion which is sup- Fig. 3a is a half longitudinal section f taken flo posed to occur just after passing dead center. from center line vZia-311, and taken from Aline in Asis well known, the flash pointl of this fuel 3-3 of Fig. 10 showing the lower half of a secvaries so that often premature explosions occur, tion at center of a portion, and one complete causing failurer of the crank shafts. My invencombustion cylinder, and a complete compressor tion overcomes this failing because the air is cylinder vto line 44,'thus, Figs. 3 and 3a. form .l5 compressed in one compartment and then forced a complete half section taken on; line 3-*3 of l5 into the combustion chamber, at which time the Fig. 10.

. fuel is admitted to the said combustion chamber; Flg- 4 iS al COIltinuatiOn 0f Figs. 33nd 3a, t0 the and as'this fuel has been highly heated in the air intake end of my invention from line I-L cooling of theengine and-compressor, I provide Fig. 5 is a reduced cross sectional view, taken a fixed ring point regardless of the flash point 0n line 5--5 Of Fig. 3. 20

of the said fuel. Crude oil from the Well-is the Fg- 6 iS an end View 0f the air intake end. preferred fuel, and in this case the fuel is used Fig. 'l is an end elevation of my combustion as the cooling fluid. Cooling of the engine and Cylinder intake Valves, end my Compressor Zylincompressor cooling compartments includes Athe der Outlet Valves, these Valves both being shaped 25 cooling of the cylinders, exhaust tubes, piston the same, only varying in diameter. 25 heads, intake and exhaust valves, land the cy1in`- Fig. 8 is a partial sectional View. broken away der heads. on three sides, to show the.air intake .valve to The crude oil i's then piped from the engine for the combustion Chamber Open; the Compressed heating or cooling, and then to the fuel tank air outlet valve closed; and the cylinderheads reand from this tank is piped back to the engine tained, by the retainer lugs, fitting intO the le- 30 cylinders for use Aas fuel; thus providing more ieiner annular glOQVeS-in the Outer GeSiIlLv overall mechanical efficiency. Fig'. 9 is a cross sectional view of my intake,

When other fuels are used, such as gas, or gasand Outlet Valves. teken 0n line 9-9 0f Fig- 'loline,'the cooling fluid can be water. Fig. 10 is a cross sectional View 0f my inven- Heretofore; difficulty has been experienced in f tien. teken 0n line lll-lll of Fgs.'3 and 3a. 35 ridding internal combustion engine cylinders of Fig- 11 is an enlarged CIOSS SeCtiOn 0f my enythe inert burned gas; in the present four cycle gine piston, showing both exhaust vvalves half engine, one complete revolution is used so1e1y for Open; to more clearly illustrate their operation. scavenging; the present two cycle engines; usu- Fig. 12 isa cross sectional view, taken on line 40 ally scavenge by over-running the outlet ports; |2|2 0f Flg- 4- 40 meaning slow speed. I provide a simple means Fig- 13 iS a Partiel longitudinal plan Sectional for scavenging tandem, compound, internalcom- View at Center 0f the Cta-uk Shaftend 0f my inbustion, two cycle engine cylinders of me inert vention; showing the split forked connecting rod,

burnt gas, in anew and nove] manuel- Y single throw crank shaft, for multiple cylinder .45 Myautomatic valve arrangement, consists in engines ywheel reversing mechanism' and 45 the novel construction, arrangement, and com- Startergenerator' Referring to the drawingsrby numerals ISI bi nation of parts, hereinafter fully, clearly, and iesignates lower ing as w] le our i I concisely set forth in my specification, pointed out in my claims, and illustrated by the accomshtyugg dstllvvv tglsxrngr; iigvse Panymg firawmgs' m Which-1' l a ground joint 5l, as the center of my invention; Fis. 1 1s a plan view of my tandem, two cycle, thus avoiding the useofv gaskets. Machining, compound, internal combustion engine, and coniand grinding these center surfaces, is the nrst j pound compressor; machining operation on these casings.

y. Fig. 2 is a side elevation of my tandem, two This novel construction permits all working 55 vIl() parts to be lifted from the lower casing, which rests in the foundation, when the upper casing has been removed; a very important feature in assembling, disassembling, and for ready inspection of my engine and compressor.

I On the inside of lower casing |5I, are cast lugs 55, and half lugs 56, registering with lugs 51, and 58, of ,upper casing `52 between all engine cylinders 59, and ,compression cylinders |19. All of said lugs have grooves 60 closely fitting tongues 6| to hold cylinder heads 62, and cylinders 59, and |19, in proper position.

Cylinder heads 62 are composed of two castings held together by screws 63, Figure 10. Both castings semi-cylindrical in shape, are divided by a ground joint 65. Upper casting 66 has spark, or glow plug openings 61 for said plugs 68, so that these plugs can be removed without disturbing the rest of the engine. Cylinder heads 62 are machined as follows; the rough castings are machined and ground on -the center line 65. The machine bolt holes 68a are drilled and the lower half 62 of the hole is tapped, and the two halves are fastened together by machine screws 63, so that the center opening and the outside surfaces can be machined and ground.

Center opening has ring grooves 10 machined for piston rings 12. Lugs 55, 56, 51, and 58 are turned off; and cylindrical surface faced and ground to fit into ground surface 80 of cylinders 59, and |19.

My cylinder heads being fitted together by a ground joint 65 fitting closely into ground surface 80 of cylinders 59 and |19, provide a novel construction, in that piston rings 12, that act by gripping the inner surface, instead of the outer surface; and the said heads being split on a ground joint permit the said rings to be put in place in a simple manner. Ground surface 80, of cylinders 59,-and |19, holds the two halves of the cylinder head closely in place, so that no pressure occurs to have a tendency to separate these two halves when an explosion takes place within the combustion chamber.

To t the rings, I turn and grind the rings to a diameter slightly smaller than outer diameter of piston tube 13, |50, and |5|; and then slip the said rings onto said tube before the tube is assembled. The rings are then hammered,` so that when new these rings have a slight gap that closes as the rings wear. The rings are properly spaced: the cylinder head is split: the piston tube assembly is set into the\lower half, and the upper half is then set in place, thus enclosing the said rings.

The cylinder heads are cored for fluid cooling, and for heating the fuel in fuel channels 16. ranged within this chamber are fuel barrels 11 that closely flt fuel plunger 14. Barrels 11 are bored for the bushing 18, having slots 19 milled in the lower outside diameter. has slots 19a milled in upper surface, the number of slots lin both parts, depending on the size of engine. `Said slots are located as described so that when plunger 14 Lis home against ground beveled surface 8| of bushing 18, Fig. 8, the saidsmall holes in thefuel mechanism, and thus I provide for extremely accurate outlets.

Fuel channel 16 is supplied with' fuel through drilled holes 81, and nipples 88, extending down- 'Fuel plunger 14 wardly through lugs 6|, and throughlower casing lugs 55. The gasket is held tight against the pad by a nut 9| screwed, on the end of nipple 88, thus preventing the cooling fluid from mixing with the fuel.

'I'he term fuel is broadly used, because with my new and novel construction, any fuel, such as crude oil from the well, preferably, Diesel oil, gasoline, gas, or alcohol can be used. 'Ihis feature is important, for in the development of my engine for use in automobiles, aeroplanes, dirigi-l bles, stationary and marine engines, trucks, busses, tractors, and locomotives; it may be necessary to use these various fuels.

A serious fault of the old two and four cycle engines is that theexplosive charge 4is compressed and fired in the same cylinder. The flash points of different fuels vary, so that premature explosions often called detonationshavebeen a common cause of crank shaft failures, because these premature explosions severely stress the crank shafts developed after numerous crank shaft failures.

My invention overcomes this failing; for I provide an air compartment where the air, or oxygen is highly compressed and heated, and is then" forced into a combustion chamber, where the hot oilis admitted just after the admission of the hot air; all of which occurs during the last part of the stroke before dead center.- Therefore I positively fix the ring point, regardless of the Vfuel used. By using the fuel as the-cooling fluid for the engineand compressor I preheat the fuel for combustion.

At the spring 84 end of barrel 11 is a fuel hole 93, which admits fuel to fuel barrel, so when the plunger 14' is depressed by the action of the exhaust valve at the end of the stroke, hole 93 has admitted fuel from the fuel channel 16, so as said channel is never completely lled with fuel. The said plungerl has displaced the fuel back into the fuel channel which is only fllled to a level with the upper inside wall 94 of fuel channel 16, as shown in Figure l0. Thus only a minimum of resistance is encountered by the plungers in their operations.

Piston tube 13 is provided at one or both ends with threads which are screwed into threaded portion |32 of piston sections |33, as shown more clearly on Figures 3, 3a, 8, and ll. Piston sections |33 have ground surfaces |34 provided as a. journal |36 for exhaust valve barrel |35.

The complete piston |31 is composed of two sections |33 joined at the center by ground joint |38, and being held together by fluid circulating tubes |39 and separator bolt tubes |48. All of said tubes being expanded in place with all ends flared, thus providing six connections for holding the complete piston |31 together.

The fluid tubes I 39 connect the fluid compartments of the piston sections, so that the pistons are cooled, and while cooling said pistons, this fluid also cools the exhaust valves 81a. The

' separator bolt tubes |40 maintain a tight joint,

so that fluid cannot escape into combustion --ring grooves machined in expanded of shouldered-separator bolts |4| whose func.

conventional piston rings. ton faces |43 are valve lugs faces |42 are leading' into aA central exhaust port |45, which in Aturn leads into a central exhaust tube |46, common to allcombustion cylinders. Tubes |46 are into exhaust barrels |48, and flared over thecurved end |41, and as said tubes are provided with shoulders it is-obvious that a portion of the engine load will be cared for by the metal ofthe said tubes, and thus the tubes serve a double purpose.

over as shown in FiguresI 3 before described.

Complete piston tubes are.l assembled as follows---central exhaust end tube |46 has-its ends shouldered and expanded into exhaust barrels |48, Figures 3, 3a, and ll, and itsl end flared over |41. Piston tube then has an exhaust valve 81a, put on, Fig. 13, and is then screwed into threads |32, said piston tube having been machined but not ground. Another tion |33 is then assembled likewise. Intermediate piston tube |50 is then screwed in place, then two exhaust -valves 81a placed onto said intermediate piston'tube,A and then these tubes are joined .by expanding the fluid and bolt tubes as Piston section |52 is made similar to |33, with this difference; the opening at `center is closed and 3a. Opposite the compressor dead air space tube |53 is a beveled ground joint |54, so that when tube |55v is screwed into threads |32 the dead airspace tube |53 fits into ground joint |54. f

The compressor tube from where it is screwed into |32, to, the end of the complete piston tube, is shown as being cast integral, and is the 'complete compressor -piston tube, as shown in Figures 3, 3a, 4, 5, and 6, so that when joined to section |52 as before has Vbeen assemb1ed This completed' piston is then swung between centers, and the outer surfaceof piston tubes '|I|, 13, compressor piston tube |50, and .compressor intake tube |51, are

ground, thusproviding a straight piston. The outer surfaces of all pistons are ground and contact lugs 86a on exhaust valves are tru'ed by grinding, insuring perfect contact on alll lugs.

Piston 'sections cept the outer surfaces.. The exhaust valves are finished and ground, and the beveled surface is lapped into a'beveled surface onthe piston sections before the assembled portions are joined together. To provide for expanding the huid and bolt tubes in .said piston sections, I provide lopen'-l ings opposite each tube for the yexpanding tool. The openings are vshown as being threaded, Fig ures 3 and-11, for'any suitable plug.

|make the cylinder walls of all engines, not vair cooled, of solid metal; and this practice in large engines has proven are set up within the metalbausingfailures of ananas.

a number of exhaust ports |44a face of the valve close to, or above piston seclcharging the combustion space. being reached with the exhaust valve on the firing side held closed, and the intake valve wide 'open.

described, the complete piston tube springs said exhaust-valve |33 are finished lcomplete ex .complete stroke by A e posite side. The exhaust gas is forced intoports Heretofore it has been the common practice to faulty, because, when thisv Wall thickness becomes too great, internal stressesthe large cylinders. walls cannot be properly cooled. To Iovercome these objections I provide a reinforced cooling' n wall having' all excess metal eliminated, so

that large engines can be' provided with cylinders of any size, properly cooled without internal strains.

My cylinder walls are more uniformly heated, because I re at both sides of each engine piston,'and compress/ on both sides of the compressor cylinders.

Furthermore,4 these" solid Near 'each` end of cylinders 59 and compressor cylinder |19 are annular air storage compartments |62 provided with combustion chamber intake, and compressor outlet, openings |63a, compressor operation described later, for charging the highly heated air,l evenly around the entire circumference of the combustion cylinders, so that said air 'mixes in a turbulent manner with the fuel, after the intake valve |63 opens, by coming in contact with valve lugs |44 and |64. lapped into end bevel |66, and ground surface 80 yforms a large, tight valve.

Fuel on being'admitted through slots 19 of bushing 16 as before described, is completely broken up into a fine mist of hot, crude oil, very its flash point, so that as soon as this, mist obtains the required air, or oxygen, combustion occurs.

When the starting motor-generator |01 revolves the crank shaft |02, to either dead center, spring 84 has been compressed, and the proper amount of fuel h as been measured into the fuel valve body |61, Fig. 8, spring 84 forces the .fuel through slotsv 19 ofl bushing 18, thus forcing the fuel in, just after for firing.

Said valve having been Spark, or glowplugs 68, are illustrated; and

may be used in combination with the .heated fuel,

and hot air, if desired.

As the piston'nearsA the end of each stroke, contact lugs '86a contact stem 85, thereby closing the exhaust valve, and then the piston moves on to dead center; and just before dead center, intake valve lugs |44 contact intake valve |63', thusv After passing dead center, the ,l intake valve cylinders 59, and |19, Figs. 3a,

and 8, are closed,-

-Dead center i and held closed by valve plungers |10 actuated by |1-|; and then in closingfuelis forced into the hot air by spring 84, pushing against 'plunger 14, and combustion occurs. .This force acts against wall |14 of exhaust valves 81a and keeps the-exhaust valves on ,the 'firing sides tightly closed until near the end of the stroke, when the hashad the extremely high pressure expanded toa low pressure; and then;

as contact lugs 86a, on the opposite exhaust valvesl contact stem 85, the combustion side of compound cylinder is. openedaand the exhaust vvalve on the fresh side is-closed.-

When the exhaust valveis closed on one side of my compound cylinder, the otherexhaust valve is Wide open, and is held open during nearly the the firing charge on the op- I45, leadinglnto tube |46, and then to atmosphere 'and novel way of scavenging compound. cylinder.

.To start my engine clockwise, I set the reversa tandem two cycle;

through exhaust pipe 206. -Thus I produce a new,

fil

that bevel pinion ,91 is in mesh with bevel teeth 90 on ywheel 95. Said pinion 91 is fastened to tube 99, splined to a combination starting, and generating motor shaft |00. Said motor is of any suitable make.

Flywheel 95 is fastened to crankshaft |02, journaled in bearings |03, shown as babbitt, but may /be ball, or rollers; so that when I operate any conventional switch connected to the usual battery, electric current flows to motor which starts motor shaft |00 revolving. Small pinion 91 drives the flywheel clockwise, and this revolves crankshaft |02 on which a split forked connecting rod |04 fastened together by bolts |22 is journaled in bearing |05. Full forward position is shown in Figure 13. Gear 220 is provided for driving governor.

Connecting rod |04 is journaled at the other end to pintles |05a, rocking in split bearings |06, Figure 13. Pintles |05a are machined on connecting rod end of tube |01. Said tube has threads cut therein for gland |00 which retains packing |09 in its proper place, thus sealing the cooling fluid in the channel. Said cooling fluid cools exhaust tube ||0 and piston tube Gland ||21 retains packing ||3 in end of exhaust outlet ||4, thus sealing the cooling fluid from entering exhaust tube ||0.

Plug ||9 is provided for tightening up packing -||3 as wear occurs.

At each end of stroke the action of the pistons operate my automatic valve mechanism, so that as far as the valves are concerned, the direction of rotation does not matter. Therefore, to reverse my engine, it is only necessary to -stop it by closing the oil to combustion cylinders, and then move reversing lever 96 to the left, which moves pinion 91, out of mesh, and pinion 2|0, into mesh with the other side of flywheel teeth 90, thereby changing to contra-clockwise rotation.

Around intake valves are equalizing spaces |12, surrounding the inside surfaces of said valves, so that the combustion, and compression pressure is equalized, and in this way springs |1| common to all cylinders, hold the valves vtightly closed under pressure.

My new and novel valve construction permits much higher speed of rotation, and piston travel. This means much more power output, and smaller units for crude oil engines. I

My direct driven compressor is practically another cylinder in line, with this difference however; the intake air is sucked into both sides of my compound cylinder through the center tube because the center tube has been blocked oil' asx before described, so that, instead of being anexhaust tube, the right hand end of tube |51a, Figures 3, 3a and 4, becomes the air intake tube. Valves |60 in the compressor become outlet valves.

The operation of the' compressor is as followsz-The engine impulses drive compressor casting |16'toward either dead center. During nearly the complete length of stroke, fresh air is sucked into the cylinder through intake tube I51a. Just before dead center, contact lug |00, projecting from outer ring |16 comes in contact with outlet valves |00, and opens said valves; and the compressed air is forced intostorage space |62, similar to all combustion cylinders.

'I'he outer ring |16 is provided with beveled surfaces |11, ground and lapped to fit Qbeveled sur-` faces |10 on casting |16 having ring grooves in Y outer face for thefordinary piston rings. When air cylinder space v|190 is full of fresh air and the stroke begins, the piston rings being exlong as there is any pressure remaining panded, grip the inner cylinder piston wall. The

weight of theouter ring also tends to retard the face |10 comes in contact with beveled surface |11, thus closing the intake valve on one side, and opening the other side of the compound cylinder for the admission of a fresh charge. As after the discharge, this compressed air is pushing against the compressor piston, thus helping the engine function.

Air enters the compressor cylinder through tube I 51a, then through intake ports |10a, Figs. 3, and 3a, into the cylinder side that isopen for charging. Piston casting is cooled by having the cooling fluid pass through channel |21, and then through fluid ports 21a to the pump.

After the pressure hasebeen expanded to normal in the compressor cylinder, the piston rings |00a which fit into grooves |0|a machined in outer surface of ring |16, Figures 3, and 3a, in their gripping action, retard ring |16 until beveled surface |10 contacts beveled surface |11 of ring |16 and this closes the cylinder on the compressing side, and the other side of cylinder is receiving a fresh charge of air. f Ring |16, floating from side ,to side, automatically supplies the air for compression from a common intake'tube |61. When air discharge valves |63, are forced open, the air is forced into storage space |62l of the air cylinders. 'Ihe piston clearance is made small, so that practically all compressed air is discharged.

Attention is directed to the construction of the engine and compressor parts, and to the way in which they function. The cylinders are of the same general construction, but their functions are reversed. The compressor cylinder furnishes the proper amount of air for all cylinders simultaneously,and in some cases this cylinder will be made large enough to supercharge the said combustion cylinders, because it is my intention to provide smally combustion cylinders into which a large volume of air is forced, so that a larger quantity of fuel can be exploded within this small space.

The power of an internal combustion engine is determined by the ploding or burning the fuel. It is a simple matter to admit more fuel. Supercharging heretofore has meant only a slight amount of excess air. I use the term as meaning that many times the cubic volume of the combustion cylinder, may be forced into the combustion cylinders.

'Ihe reinforcing and cooling fins are omitted air or oxygen required for ex.

on the compressor cylinder to show alternate conshell 0| is also omitted for the machined in lower casing |5|, and upper casing A 52. Through the top of that retains a liner rib |02 is pinhole |04,

then ground, to

|0| in the center of cylinder u 59. Retaining the shell |8| and cylinder 59'in the center permits the shell and cylinder vto, expand both ways from the center, as`expansion under heat occurs, thus eliminating/any troublesome internal stresses that occur in most of the present internal combustion engines. This method of providing for expansion is new and novel.

ground joints. I |63 and |63a are pushed farther apart, only compressing their rcompression springs slightly more. Equalizing space is ample between the ends |86 of cylinder 59, and lugs 55, 56, 51, and 58; so that ground surface 80 is free to slide on ground surface 1| of cylinder heads 62 while maintaining a tight joint.

Air piston tube |59, and |51, is ground for nearly its entire length to provide a smooth surface for piston rings,` and to maintain a tight joint at the end |81 of air cylinder head |88. Said end is threaded for a packing gland |89, so

thatA packing |99 can be tightened to exclude the of the cooling fluid through channel |99.

My pump is new and novel in construction and is built into the engine in ksuch way, that a slight leak will cause no trouble.. Having the same length of stroke as the engine, practically, means ilud is passed through the to adequately cool the that ample cooling engine and compressor same. l

The action of my pump is as follows:-As tube |51 starts on its stroke, Figure v4:, ring |95 being expanded against the inside diameter of lbarrel |91, stays in its position as shown, until beveled surface |93 of pump ring |92 comes'v in contact with beveled surface |94 of pump ring |95, which closes the pump opening; andthe cooling fluid ahead of these rings is moved in channel |99 to the outer surfaces of the piston heads, aroundthe cylinders, and then sucks or displaces the cooling iluidin the pistons; and circulates all of the cooling fluid through my invention, including cooling the valves.

This fluid, entering through 292, Figs. 2, 3, 3a, and 4, in cooling the engine, and compressor, becomes heated,l and when the Ifluid iscrude oil, the preferred. fuel, this heated oil then is piped from 29|, through pipe 253, tothe fuel mechanisms, and is admitted to the combustion cham-` bers as preheated fuel. It yis recognized ythat heat is horse power. Therefore,'all heat, that can berecovered means that more horse power will be developed.` Instead of wasting the heat incurred in combustion, 'I utilize this heat to highly preheat the fuel. As

is `vvell understood, 'it is possible to highly heat gasoline or tives of crude oil when air is excluded. Pressure any of the higher grades of derivawill be generated which is used to overcome the high pressures 'of `the air so that when the hot air mixes in a turbulent manner with the hot gaseous fuel, no trouble lis experienced in firingk the charge.

y does not rock power output.

can be made as large as |51 is vthreaded for a V Another important improvement of my invention is; that all valves openv by a square push that any egg-shaped'wear`,'

its operating speed, and its working pressure are the three factors that effect My new automatic valves permit high speed in crude oil engines by properly scavenging, and receiving a fresh charge. My engine desired, because of the super-charging and construction of my cylinders; the super-charging meansv vastly increased pressures.

It is obvious that I can use both ends of my engine to drive crank shaftsfas illustrated on Fig. 13, furthermore the valve construction provides Yfor driving clockwise, or contra-clockwise, and also for driving oneA end clockwise while driving the other end contra-clockwise ifl desired; this feature is vitally important ,when the engine thereby elimnating An' engines size,

the saidfvalves, in any manner i is vused for driving aeroplanes or boats having two propellers, one at each end, synchronized, pro-- viding for keeping these craft on an even course;

to start my double-ended engine, two 'startinggenerator motors are used and one startinglever Fig. 13, the other end having gear 2|9, in mesh with the teeth 98 of flywheel 95,

with the lever pulled out. It is obvious that these canv be operated by starting-motor-generators having their direction of rotation changed, one end clockwise and the motor at .the other end contra-clockwise.

The hot compressed air leaves compressor .cylinder from spaces |62 through pipe 203, threaded into T 294, and then through pipe 295, to governor valve 22| controlled by governor 218, thence through pipe 222, to T 223, to pipe 224, to one-end of combustion cylinder space |92, a part of the hot air travels through T 226, pipe 221 to other end of rst combustion cylinder, and then through valve 228, to T 229, to pipe 230, to the front annular space |62 of second cylinder 59, and then through similar piping to opposite end of second cylinder, then through valve 23|, and more piping to the third combustion cylinder. f

When it is desired to operateon one, or two cylinders, pulling a partial load, the valve 228, or

23| is closed.

Similar fuelvalves can be provided in fuel supply pipe 253 to control the fuel.

Having thus described my invention, what I claim, as new therein, and desire to secure by Letters-Patent of the United States, therefore, is

1. In an internal combustion engine exhaust valves mounted on t5 bearings and connected tof gether through the piston and forming the major portion of pound, internal ranged so that combustion engine, a piston arthe power of the explosion holds the piston heads of a two cycle, comone valve closed and the opposite valve wide open y for nearly the full length of the stroke thereby` providing for scavenging both sides of the said compound cylinder, substantially as described.

2. A multiple cylinder, two' cycle, compound,.inr

ternal combustion engine and compressor having all eng-ine and compressor cylinders on the same center line arranged so thatthe burned gas from the compound engine cylinders is forced through a common fluid cooled exhaust tube extending through the center of the cylinders, and the compound compressorrcylinder or cylinders having the air for compression drawn into both sides of the compound. piston, or pistons through a common fluid cooled intake tube substantially as described. l

3.'Inan internal combustion engine a compound compressor automatic intake valve which forms the outer periphery of the piston in the form of a ring so that when one side of the compound cylinder is compressing the opposite side is sucking in a fresh charge through the port extending completely around the outer edge of the piston, said valves having piston rings, located in' the outside face of said valve that maintain a tight joint with the cyunder silrface and also act as the holding means for the opening of the valves after compressing and discharging on one side, said valves being provided with projections on each side so that at the discharge end of the stroke the said projections contact with and open the balanced compressor ring discharge valves which' discharge into reservoirs at each end and formed into the walls of the compressor cylinder, substantially as described.

4. A compound piston having the heads loosely mounted on journals secured to a circulating nuid circular compartment, the said heads being in the form of valves held together so that when one of the said valves is closed and held closed by the explosion the opposite valve'is held open ing the compression vother end for the intake.

during the greater part of the stroke of the engine, the said valvesl being cooled by the said fluid, substantially as described. ,Y

5. In combination with a two cycle, compound, internal combustion engine and compressor, a compressor piston having the outer diameter in the -form of a ring and having piston rings mounted in slots in the periphery and being provided with contact lugs extending from both sides of said valve for engagement with ring discharge valves located in the lends of said compound compressor cylinder so that when said lugs reach nearly the extreme end of the stroke they come incontact with and actuate the opening of the said compound compressor discharge valve and duron the side just described, said piston being also provided with hollow spaces connected bychannels so that the cooling fluid :from the annular space between the intake and piston tubes circulates through and cools the compressor piston and intake valve.

6. A two cycle, compound internal combustion engine and compound compressor having a fluid cooled pipe extending through the center of these tandem cylinders arranged to scavenge both sides of a series of engine cylinders from one end ofsaitl pipe, and also arranged to supply a fresh charge toa compound compressor cylinder, orcylinders from the other end of said pipe through double acting valves, reciprocating with engine and compressor pistons, said valves forming parts of pistons, movable in said pistons and reciprocating therewith.

7. A tandem compound engine andcompound compressor having double acting, automatic .Valves forming parts of pistons of said engine, and

compressor, said valves movable in said pistons, and reciprocating therewith.

l 8. In an internal combustion engine, tandem compound cylinders having annular compartments completely surrounding ends of said cyl- 'inders in combination with automatic valves locatedI in each end, one end for the exhaust and the `9. In an internal combustion engine, tandem compound cylinders in combination with recipro eating pistons having outerfaces on said pistons,

automatic exhaust valves operated by the movement of said pistons, and pressure means for ex'- hausting said cylinders, said exhaust valves forming the major portions of the faces of pistons reciprocating in said cylinders.

l0. I n a tandem, multiple, two cycle, compound, internal combustion engine, a compound compressor having cylinders in line on the same center with a fluid cooled exhaust, an intake tube extending into and through the center of said tandem cylinders, said tube being surrounded by a cooling fluid channel for cooling the exhaust tube, an intake tube, double acting pistons, double acting, automatic, exhaust, and intake valves, said cylinders having annular compartments integral therewith, surrounding the ends of said cylinders having free annular op'ening completely around the periphery at each end for the accommodation ofthe intake, and exhaust valves.

11. A two cycle, compound internal combustion engine having the exhaust pass through an open cooled exhaust valve, into a fluid cooled valve casing and hollow shell piston, thence through a circulating fluid cooled tending lengthwise through operated by the held open on the a cooled valve casing and cooled exhaust tube,

said circulating fluid being forced through the engine by a pump consisting of a beveled ring secured to the end of piston tube that contacts the beveled surface of a beveled piston ring mounted in pump casing when the said piston tube moves toward the cylinder, said piston tube being connected to the said piston having the smaller exhaust tube also connected to the piston forming an annular iluid passage which conducts the fluid through the piston and thence into a like annular fluid channel on the other side of piston thereby cooling the exhaust tube, piston tube, cylinder head journals, piston,'ex haust valve, and other cylinder head Journal, said muming eifect being produced by the exhaust gas expanding in the center of the cylinder and having a fluid cooled channel and a. iluid cooled piston surrounding the said exhaust, and further the noise being muiiied more by iluid which cools the engine cylinder.

12. A multiple cylinder, two cycle, compound,

internal combustion engine, and compound com- 'pressor, comprising pistons in the form of two exhaust valves, movable in said pistons, and rehaust valves forming the major portions of thel faces of pistons, movable in said pistons, and reciprocating therewith on one side of said pistons, while opening engine exhaust valves on the opposite side of said pistons, opening the engine ringintake, and compressor discharge valves by contacting projecting lugs on outer edges of pisshell exhaust tube exthe center of the cyl- -inder thus providing a muiiled engine, said extons, opening fuel valves, after closing said engine exhaust valves, thereby providing a complete set of automatic valves actuated by pistons at the end of the stroke, for either clockwise, or

contra-clockwise rotation of a single throw crank shaft, substantially as described.

14. A tandem, two cycle, double ended, compound, crude oil, internallcombustion engine, in combination with a set of automatic valves consisting of a cooled cylinder, fastened at the centerl by vlugs fitting. into the engine casing, .free to expand both ways from the center, having annular air compartments adjacent each end, andjports surrounding a beveled enlarged end into which a ring intake valve reciprocat'es,- having contact ring extending inwardly for contacting projecting lugs on the faces of piston; said pistons lcomposed of twocentral shells fastened together at ground joint by fluid cooling tubes, and exhaust valve separator bolt casings; exhaust valves forming the major portions of faces of the piston, being, separated by shouldered bolts that keep the valve on the exhausting side wide open while the explosion on the firing side keeps the mated exhaust valve on opposite side of said piston closed; said closing being done by the valve on exhausting side coming 1n contact with Y and a plunger,

spring actuated fuelvalve stem, having milled slots in its outer periphery for admission of fuel to a measuring chamber, Said fuel being delivered into a combustion chamber by lvalve springs located in a cooled barrel in a split,

double acting cylinder head, anchored in outer casings' by retaining. lugs located in the central outer periphery of said head, thereby providing for expansion both ways from the-center as heat occurs in the cooled cylinder head; said valve stems reciprocating in bushings having milled slots in the outer periphery of said bushing for admitting fuel to combustion chamber; said bushings being pushed into said cylinder heads; exhaust valves discharging linto an exhaust port located in the central part of piston shell, being discharged through a central cooled exhaust pipe connecting to all pistons and then to atmosphere through a vertical pipe at one end of engine; said exhaust tube being cooled by an annular space surrounding said pipe by having the cooling uid flow between the" outer surface of exhaust pipe and inner surface of larger piston tube connecting all piston shells, substantially as described. f

15. A compressor, in combination with a set of automatic valves, inder, fastened at center by lugs fitting into an annular groove in outer casing, free to expand both ways from center, having annular air compartments adjacent each end of said cylinder. said ends having ports in the beveled face of enlarged ends, into which ring exhaust valves reciprocate, said valves having contact rings extending inwardly, for contacting projecting lugs, on faces of the inner beveled outer ring, made wider than outer beveled 'edges of piston shell, containing piston rings fitted into the periphery of said outer ring, being in contact with inner surface of said compound cylinder, free to float from one beveled inner edge of ring, to the beveled outer edge of the piston shell, when projecting lugs on outer faces of outer ring contact cooled spring actuated, balanced ring exhaust valvesi cylinders charged by cooled intake tube extending from the center of piston shell, through the center of said cylinder to outside atmosphere, or source of supply; said intake tube being cooled by fluid in an annular space formed by outside surface of the intake tube, face of the piston with the vpiston shell, formed with intake ports in center of saidshell discharging evenly around the periphery of .said shell and supplying the cylinder through an annular space between the outer surface of said shell and inner surface of the outer ring, cooling fluid being forced through a fluid barrel tothe outside surface of said cylinder by a pump, consisting of a beveled ring secured to end. of said piston tube which contacts a beveled piston ring fitting against the inner surface of said fluid-barrel, reciprocating with the said piston tube, thereby displacing all of the cooling fluid; thus cooling the cylinder head, intake, and piston tubes, intake, and discharge valves, and the piston, substantially as described. CHARLES B. YODER..

consisting of a cooled cyl- 

